US4148290A - Centrifugal regulator system for fuel injection combustion engines - Google Patents

Centrifugal regulator system for fuel injection combustion engines Download PDF

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Publication number
US4148290A
US4148290A US05/812,199 US81219977A US4148290A US 4148290 A US4148290 A US 4148290A US 81219977 A US81219977 A US 81219977A US 4148290 A US4148290 A US 4148290A
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United States
Prior art keywords
lever
spring
governor
regulator system
intermediate lever
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Expired - Lifetime
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US05/812,199
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English (en)
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Peter Knorreck
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/08—Transmission of control impulse to pump control, e.g. with power drive or power assistance
    • F02D1/10—Transmission of control impulse to pump control, e.g. with power drive or power assistance mechanical

Definitions

  • Centrifugal rpm regulators for injected combustion engines have a governor sleeve that is rpm-dependently displaceable via centrifugal weights and can transmit its control motion via at least one intermediate lever to the fuel quantity adjustment member that controls fuel supply from the fuel pump, thereby acting on a force transfer member, supported at the regulator housing and at the same time acting indirectly upon the fuel quantity adjustment member.
  • These elements are subjected to the force of at least one control spring and include at least one elastically sprung contact engaging the force transfer member and thereby effectively come into engagement with the governor sleeve, as well as encompassing a swing lever that transmits the spring-urged travel of the contact, respectively of the adjustment control path of the governor sleeve, whose swing axle is provided with a clearance. That facilitates control movements in opposition to the prevailing control motion during at least a portion of the spring-urged travel of the contact.
  • centrifugal regulator German OS No. 1 954 834 whose adjustment control mechanism is equipped with a swing lever which facilitates control rod movement variable with rpm level that is, the control rod (and thus the maximum fuel supply) can be varied either to provide a lesser or greater quantiy of fuel during a rise in the rpm level.
  • This latter device has several disadvantages which stem from its construction, in particular the jointed connection of the swing lever to the intermediate lever, the butting of the swing lever against at least two detents remotely situated from each other and located on the force transfer member, and at least one of the detents is elastically deflected, all of which factors account for increased friction due to the demands of pressure and sliding forces upon the pivot and the detents occurring under the force of displacement of the governor sleeve during the swinging motion of the swing lever, thus adversely affecting control rod adjustment and detrimentally influencing the fuel adjustment control of the regulator.
  • the higher torsional stresses conducted to the swing lever during control rod adjustment are to be considered a further disadvantage of the mechanism embodied in that known regulator, since they can lead to an undesirable control rod position adjustment.
  • the centrifugal regulator of the invention on the one hand, possesses the advantage that the friction occurring during the adjustment of control rod position cannot influence the fuel supply process detrimentally due to the arrangement of the swing lever in parallel with, and outside of, the force flow between the governor sleeve and the fuel quantity adjustment member. Only slight forces, created by the restoring means, appear at the force juncture between the intermediate lever and the swing lever, so that from there only very slight frictional forces are conducted through the regulator.
  • centrifugal rpm regulator Further advantageous improvements of the centrifugal rpm regulator are provided, namely, by an improved utilization of the governor sleeve travel via a contact component preferably contained within the regulator housing and by the favorable force transfer of the intermediate lever thereby made possible.
  • Fine control rod direction adjustment including direction reversal in opposition to the prevailing control motion is also advantageously and precisely executable, and each point of the control rod adjustment change, to increase, hold constant, or decrease fuel supply, can be set without impairment of the other set points.
  • the adjustment of the regulator is substantially simplified and can be undertaken exteriorly without the external placement of its important component parts because of the elastically yielding spring contact mounted in the preset spring retainer. It is particularly advantageous that the spring retainer is inserted into the force transfer member at a point thereon axial with the governor sleeve. Virtually all rotational and torsional movements caused by the regulator control forces are advantageously isolated from the swing lever. Only a relatively few, simple components are required to control the injector rod adjustment process which facilitates the manufacture of a small, inexpensive regulator possessing high control capabilities.
  • FIG. 1 is a schematic representation, partly in cross section of the centrifugal rpm regulator following the invention.
  • FIG. 2 is a diagram illustrating the fuel supply adjustment control curves made possible by the invention.
  • FIG. 1 a carrier member 11, pivotally supporting the centrifugal weights 12, attached to the camshaft 10, which serves as the regulator drive shaft of a fuel injection pump, not shown, for an internal combustion engine.
  • the arms 13 on the centrifugal weights 12 engage the contact surface 14 of a governor sleeve 15 which serves as the regulator actuator.
  • the governor sleeve 15 is slidable at its one extremity adjacent to the contact surface 14 on a guide member 17, connected to the camshaft 10, by means of a collar 16.
  • the guide member 17 is constructed as a cylindrical shank of the camshaft 10; alternatively it can also be a part of the drive carrier 11.
  • the opposite extremity of the governor sleeve, designated 15a, is pivotally connected by means of a pivot bolt 18, with a guide lever 22 pivotally supported on a support bolt 21 within the regulator housing 19.
  • the thereby formed two-point support of the governor sleeve 15 decreases the friction of the sleeve considerably.
  • a bolt 23 which serves as the pivot point for an intermediate lever 24, is attached to the guide lever 22 between the pivot bolt 18 and the support bolt 21.
  • a starting spring 25 is attached at one end to the regulator housing 19 and at the other end to the intermediate lever 24 and serves simultaneously as the restoring means and as the starting spring.
  • the starting spring 25 tends to displace a control rod 27 of the fuel injection pump, serving as the fuel control adjustment member connected to the intermediate lever 24 via link 26 in the axial direction of increased fuel supply.
  • the link 26 and the control rod 27 are connected at a pivot point 28 toward the extremity of the intermediate lever 24 provided with the starting spring 25.
  • the intermediate lever 24 acts upon a swing lever 31 through a contact point 29 in its extremity remote from the pivot points 23 and 28.
  • the starting spring 25 maintains the contact point 29 of the intermediate lever 24 in the position shown in FIG. 1 in contact with a set screw 32, provided on the swing lever 31, which screw serves as the counter support for the contact point 29.
  • This set screw 32 allows adjustment of the mutually relative positions of the intermediate lever 24 and the swing lever 31.
  • the swing lever 31 comprises a one-armed lever carrying the set screw 32 at its free end, and is provided with an axle 33 fixedly attached to a force transfer member 34.
  • the force transfer member 34 comprising a one-armed support lever, is pivotally mounted on the support bolt 21 of the regulator housing 19 together with the guide lever 22 and is urged at its lower extremity 34a by a swivelable regulator spring 35 forming a tension spring against an adjustable stop screw 36 incorporated in the housing 19.
  • a spring retainer 37 secured by a nut 38 in an installed position serves as a yielding contact point and is screwed into the force transfer member 34 co-axially with the governor sleeve 15.
  • the spring retainer 37 includes a contact bolt 39, a contact shell 41, and two springs 42 and 43 mounted in tandem, in addition to safety and support washers not delineated further.
  • the spring retainer 37 and the swing lever 31 comprise the primary component parts of an adjustment mechanism 45 capable, as is further explained below, of effecting movement of the control rod 27 to increase fuel supply during an increase of the rpm, in spite of the concurrent movement of the governor sleeve 15 to decrease fuel supply.
  • This contrary, opposed directional movement of the control rod 27, in opposition to the sense of the prevailing control motion is also called “negative approximation", whereby the control rod 27 of the injection pump is displaced during increased rpm's so as to direct the apportionment of an increased fuel supply.
  • This movement in opposition to the prevailing control motion is essentially accomplished by means of the lever arm force translation of the swing lever 31, whose set screw 32, which serves as the counter support for the contact point 29 of the intermediate lever 24, executes a greater stroke during axial movement of the governor sleeve 15 than does the sleeve, so that the contact point 29 executes a longer travel than the bolt 23, which serves as the pivot point for the intermediate lever 24, and thus the intermediate lever 24 rotates about bolt 23 in a counterclockwise direction.
  • a stop 47 is provided in the form of a set screw secured in the regulator housing 19.
  • This set screw 47 is placed in such a manner that a contact surface 48 at the lower extremity of the intermediate lever 24 having the contact point 29 just touches the set screw 47 after the contact bolt 39 has traversed a pre-set distance designated "b", whereupon its travel is limited by the shell 41 of the spring retainer 37.
  • the set screw 47 acts as the momentary pivot point for the intermediate lever 24.
  • the dimension "b”, determining the adjustment control path allowing opposed directional movement and the pre-loaded tension and stiffness (spring rates) of the adjustment springs 42 and 43, determining the characteristics of the adjustment process, can advantageously be pre-set at the spring retainer 37, prior to its installation into the regulator, so that only the protruding dimension "c" must be set at the regulator.
  • the spring retainer 37 can also be adjusted, together with the support lever 34, prior to their installation, so that the protruding dimension "c” is then also preset.
  • the positioning of the spring retainer 37, the contact screw 36, and the set screw 47 can readily be carried out externally of the regulator through an opening 51 in the regulator housing 19 upon removal of a cover 49.
  • An auxiliary idle spring 53, retained in a screw shell 52 and acting on the support lever 34, can also be adjusted from the same side of the regulator housing.
  • the regulator spring 35 made pivotal to vary its force, direction and pre-tension, is hooked with one end to the support lever 34 and with its other end into a lever 54 and connected via a shaft 55 to an operating lever 56 positioned externally of the regulator housing 19.
  • the motion of the lever 56 is delimited by a stop 57 and the pre-set stop position determines the maximum engine rpm allowed by the regulator. If the regulator spring 35 is brought to the location represented by the dash-dotted lines by rotating the levers 56 and 54 in a clockwise direction, then a correspondingly lower partial-load rpm or idle rpm is the maximum rpm attainable.
  • control rod 27 can be moved in the direction of stop without excessive effort or the destruction of vital components despite the fact that the lever 56 is in the full load position, or that the other regulator components are in any other attitude not corresponding to the stopped position.
  • Such an emergency shutdown is accomplished in the centrifugal rpm regulator of the invention by a particularly simple means, due to the force coupling between the intermediate lever 24 and the swing lever 31 created by the start spring 25 with the aid of a shutdown device which acts at least indirectly on the intermediate lever so to turn the lever 24 clockwise, thus lifting its contact point 29 off the counter support 32.
  • a shutdown device of simple construction is designated 58 in FIG. 1 and contains a shutdown lever 59 which acts directly upon the intermediate lever 24.
  • a similar shutdown device could also act directly on the control rod 27, or on that extremity of the intermediate lever 24 provided with the support point 29.
  • the fuel supply adjustment processes achieved by the centrifugal rpm regulator of the invention are diagrammatically plotted as a fuel supply control rod graph in FIG. 2.
  • the abscissa represents the rpm "n", and the ordinate represents the position of the control rod R.
  • the dashed line ABC shows the control rod travel in the lower rpm range, from a high fuel supply position for starting, where the control rod is under the influence of the start spring 25, line A-B, to a lower fuel supply level corresponding to the control rod travel to point C.
  • the heavy line DEFG between the rpm lever n1 to n4 is designated I; this line shows the control rod adjustment path wherein the centrifugal rpm regulator according to the invention first effects a negative adjustment of control rod direction from points D to E, and then effects a contrary direction adjustment from points F to G. Between points E and F no directional adjustment of control rod movement is taking place. Alternatively, if control is desired over points E-F, then the control rod travel adjustment process can also be effected over path DEG corresponding to the line designated II. If only negative adjustment over points D to E is desired, then the rod adjustment path proceeds through points DEFH according to the line designated III. The points E and F correspond to the rpm points n2 and n3.
  • FIG. 1 shows all of the regulator components in rest position: the operating lever 56 butts against the stop 57, the control spring 35 is pre-loaded to effect the maximum rpm (magnitude n4 of FIG. 2), the force transfer lever 34 is pulled at its lower end 34a aganist the stop screw 36, and the control rod 27 is displaced to its starting position (designated A in FIG. 2) by means of the starting spring 25 so that the injection pump supplies the additional fuel required for starting the engine.
  • the control spring 35 is pre-loaded to effect the maximum rpm (magnitude n4 of FIG. 2)
  • the force transfer lever 34 is pulled at its lower end 34a aganist the stop screw 36
  • the control rod 27 is displaced to its starting position (designated A in FIG. 2) by means of the starting spring 25 so that the injection pump supplies the additional fuel required for starting the engine.
  • the higher fuel supply lever provided at point A remains constant up to an rpm level corresponding to point B which level is determined by the pre-tension of the starting spring 25, at which rpm level the governor sleeve 15 moves through its starting travel "a" until the surface 44 abuts the swing lever 31, which movement causes the guide lever 22 to be turned counterclockwise by pivot bolt 18 and this movement is conveyed to the bolt 23, serving as the pivot for the intermediate lever 24 which also moves to the right.
  • the intermediate lever 24 whose contact point 29 abuts the set screw 32 of the swing lever 31, is thus rotated clockwise, so that control rod 27 is moved from the starting position to a lower fuel supply position (designated C in FIG. 2) via a rightward shift of the link 26.
  • the control rod 27 Due to pre-loading on the adjustment spring 42, the control rod 27 remains in that fuel supply location designated C up to rpm level n1, corresponding to point D.
  • the adjustment spring 42 recedes, allowing the contact bolt 39 to move to the right through adjustment control travel "b" until bounded by the shell 41.
  • the swing lever 31 swings about its axle 33, and the set screw 32, serving as the counter support for the intermediate lever 24, moves through an arc proportional to the length of the lever, and thus, in accordance with the lever ratio.
  • the intermediate lever 24 remains in continuous contact at its contact point 29 with the set screw 32 via the starting spring 25 and as hereinabove described, because the contact point 29 moves through a longer travel than the bolt 23, the intermediate lever 24 rotates counterclockwise so that the control rod 27 is displaced (from point D to point E of FIG. 2). This action effects a negative adjustment of control rod 27, and thus a correspondingly increased fuel supply during a rise of the rpm from n1 to n2.
  • This shutdown point can also occur at a rpm level below that of n4 by an appropriate pre-loading tension of the adjustment spring 43, and the judicious adjustment of the protrusion dimension "c".
  • the given rpm ranges and the control adjustment travel can be varied independently of one another within relatively wide limits, and thus can be tailored to the required characteristics graph of a given engine by appropriate choice of the pre-loading and spring stiffness of the adjustment springs 42 and 43 and by appropriate choice of the correspondingly set dimensions "b" and "c".
  • Such control path can also be effected by use of a single spring in the spring retainer 37, with a correspondingly adjusted set screw 47; point E is then determined solely by the position of the set screw 47.
  • the slope of the curve portion E-G is dependent upon the slope of the curve portion D-E, due to the fixed spring stiffness and hence the former cannot be varied at will.
  • the guide lever 22 can be omitted, and the function of the bolt 23 assumed by the pivot bolt 18, with control sleeve 15 guided by other corresponding means.
  • the set screw 47 can be attached to the support lever 34, if, as thus altered, the force translation then provided is sufficient for the correct functioning of the regulator.
  • a pressure spring could be provided to act on the support lever 34, and the support lever 34, serving as the force transfer member, alternatively can be constructed as a two-armed lever, or be supplanted by an appropriate receding support member with guide means in the regulator housing.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
  • Fuel-Injection Apparatus (AREA)
US05/812,199 1976-07-01 1977-07-01 Centrifugal regulator system for fuel injection combustion engines Expired - Lifetime US4148290A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2629620A DE2629620C2 (de) 1976-07-01 1976-07-01 Fliehkraftdrehzahlregler für Einspritzbrennkraftmaschinen
DE2629620 1976-07-01

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US4148290A true US4148290A (en) 1979-04-10

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US05/812,199 Expired - Lifetime US4148290A (en) 1976-07-01 1977-07-01 Centrifugal regulator system for fuel injection combustion engines

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US (1) US4148290A (it)
JP (1) JPS6038540B2 (it)
AT (1) AT354813B (it)
BR (1) BR7704298A (it)
DE (1) DE2629620C2 (it)
FR (1) FR2356818A1 (it)
GB (1) GB1579454A (it)
IN (1) IN147898B (it)
IT (1) IT1114817B (it)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4253438A (en) * 1978-01-24 1981-03-03 Robert Bosch Gmbh RPM Regulator for fuel injection pumps with an adaptation of the injection quantity
US4281630A (en) * 1978-09-02 1981-08-04 Robert Bosch Gmbh Centrifugal rpm governor for internal combustion engines
US4286558A (en) * 1979-01-04 1981-09-01 Robert Bosch Gmbh Centrifugal rpm governor for fuel injected internal combustion engines, especially an idling and final rpm governor for diesel vehicle engines
US4305363A (en) * 1978-10-11 1981-12-15 Diesel Kiki Co., Ltd. Centrifugal governor
US4313409A (en) * 1978-10-24 1982-02-02 Nippondenso Co. Ltd. Centrifugal rpm governor for fuel-injected internal combustion engines
US4333432A (en) * 1979-03-10 1982-06-08 Diesel Kiki Company, Ltd. Fuel injection pump

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5697497A (en) * 1979-12-28 1981-08-06 Tokyo Shibaura Electric Co Drain hose for washing machine* etc*
GB2119962B (en) * 1982-05-01 1985-08-29 Lucas Ind Plc Governor mechanism for a fuel pumping apparatus
JPS5933343A (ja) * 1982-08-20 1984-02-23 Sumitomo Bakelite Co Ltd 塩化ビニル樹脂組成物
US4505708A (en) * 1982-09-27 1985-03-19 Baxter Travenol Laboratories, Inc. Blood component storage container and method utilizing a polyvinyl chloride plastic formulation free or essentially free of leachable materials
DE3321715A1 (de) * 1983-06-16 1984-12-20 Robert Bosch Gmbh, 7000 Stuttgart Fliehkraftdrehzahlregler fuer brennkraftmaschinen
DE3422445A1 (de) * 1984-06-16 1985-12-19 Daimler-Benz Ag, 7000 Stuttgart Mechanischer einspritzpumpenregler mit einer im unteren drehzahlbereich wirkenden angleichvorrichtung
DE3736781A1 (de) * 1987-10-30 1989-05-11 Daimler Benz Ag Mechanischer einspritzpumpenregler an einer luftverdichtenden einspritzbrennkraftmaschine
DE3814529A1 (de) * 1988-04-29 1989-11-09 Bosch Gmbh Robert Verdrehsicherung fuer stellschrauben vorzugsweise an kraftstoffeinspritzanlagen fuer brennkraftmaschinen
DE4001789C1 (it) * 1990-01-23 1991-03-14 Mercedes-Benz Aktiengesellschaft, 7000 Stuttgart, De

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3577968A (en) * 1968-10-17 1971-05-11 Bosch Gmbh Robert Centrifugal r.p.m. regulator for internal combustion engines
US3672343A (en) * 1969-10-31 1972-06-27 Bosch Gmbh Robert Centrifugal regulator system for fuel-injection combustion engines
US3884206A (en) * 1973-02-20 1975-05-20 Bosch Gmbh Robert Centrifugal rpm regulator for internal combustion engines
US4038958A (en) * 1974-04-23 1977-08-02 Diesel Kiki Co. Fuel injection pump governor

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3577968A (en) * 1968-10-17 1971-05-11 Bosch Gmbh Robert Centrifugal r.p.m. regulator for internal combustion engines
US3672343A (en) * 1969-10-31 1972-06-27 Bosch Gmbh Robert Centrifugal regulator system for fuel-injection combustion engines
US3884206A (en) * 1973-02-20 1975-05-20 Bosch Gmbh Robert Centrifugal rpm regulator for internal combustion engines
US4038958A (en) * 1974-04-23 1977-08-02 Diesel Kiki Co. Fuel injection pump governor

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4253438A (en) * 1978-01-24 1981-03-03 Robert Bosch Gmbh RPM Regulator for fuel injection pumps with an adaptation of the injection quantity
US4281630A (en) * 1978-09-02 1981-08-04 Robert Bosch Gmbh Centrifugal rpm governor for internal combustion engines
US4305363A (en) * 1978-10-11 1981-12-15 Diesel Kiki Co., Ltd. Centrifugal governor
US4313409A (en) * 1978-10-24 1982-02-02 Nippondenso Co. Ltd. Centrifugal rpm governor for fuel-injected internal combustion engines
US4286558A (en) * 1979-01-04 1981-09-01 Robert Bosch Gmbh Centrifugal rpm governor for fuel injected internal combustion engines, especially an idling and final rpm governor for diesel vehicle engines
US4333432A (en) * 1979-03-10 1982-06-08 Diesel Kiki Company, Ltd. Fuel injection pump

Also Published As

Publication number Publication date
DE2629620A1 (de) 1978-01-05
GB1579454A (en) 1980-11-19
IN147898B (it) 1980-08-02
ATA463677A (de) 1979-06-15
IT1114817B (it) 1986-01-27
BR7704298A (pt) 1978-02-21
DE2629620C2 (de) 1986-01-09
JPS535337A (en) 1978-01-18
AT354813B (de) 1979-01-25
FR2356818A1 (fr) 1978-01-27
FR2356818B1 (it) 1981-12-11
JPS6038540B2 (ja) 1985-09-02

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